TRANSPORTATION  OF  PASSENGERS 

IN 

GREATER  NEW  YORK 

BY 

CONTINUOUS  RAILWAY  TRAIN,  OR 
MOVING  PLATFORMS. 


ARGUMENT  IN  FAVOR   OF  EQUIPPING  THE  EA§T 
RIVER  BRIDGES,  AND  CONNECTING  SUBWAY  * 
TO  BOWLING  GREEN,  MANHATTAN, 
WITH  MOVING  PLATFORMS, 

PREPARED  FOR 

SCHMIDT  &  GALLATIN. 


NEW  YORK, 
1903. 


t£x  IGtbrtB 


SEYMOUR  DURST 


When  you  leave,  please  leave  this  book 

Because  it  has  been  said 
"Ever  thing  comes  t'  him  who  waits 

Except  a  loaned  book." 


Avery  Architectural  and  Fine  Arts  Library 
Gift  of  Seymour  B.  Durst  Old  York  Library 


Argument  in  favor  of  equipping  the  East  River 
Bridges,  and  connecting  subway  to  Bowling 
Green,  Manhattan,  with  a  continuous  railway 
train  or  Moving  Platforms. 


Twice  each  day  the  cars  of  the  elevated  railroads  and 
trolley  lines  in  the  larger  cities  of  the  United  States  are 
taxed  to  their  utmost  capacity.  This  is  due  to  the  com- 
plete separation  which  exists  between  the  business  and 
residence  quarters,  a  condition  which  has  caused  nearly 
all  of  such  cities  to  become  notable  centres  of  congestion. 

New  York  ranks  foremost  in  that  respect. 

Of  the  many  subjects  of  great  public  interest,  possibly 
none  appeals  more  forcibly  to  the  citizens  of  New  York 
than  that  of  interborough  communication,  and,  surely, 
none  is  of  greater  importance  at  the  present  moment. 

At  the  terminals  of  the  Brooklyn  Bridge  there  occur 
daily  what  are  conceded  to  be  the  greatest  congestions  in 
the  history  of  passenger  transportation.  These  conges- 
tions and  their  removal  have  been  for  many  years  the  sub- 
ject of  study  on  the  part  of  expert  engineers,  and  of  con- 
troversy between  them. 

The  City  is  building  at  present  three  new  bridges  across 
the  East  River.  Of  these  the  Williamsburgh  Bridge  will 
be  completed  in  one  year,  while  the  completion  of  the 
other  two  will  require  from  three  to  five  years. 

The  City  authorities  are  now  wrestling  with  the  problem 
of  how  to  provide  these  bridges — and  especially  the 
Williamsburgh  Bridge — with  transportation  facilities  of 
such  scope  and  magnitude  that  a  repetition  of  the  dis- 
graceful and  dangerous  conditions  which  exist  at  the 
Brooklyn  Bridge  cannot  become  possible  at  any  of  the 
new  bridges. 

A  number  of  projects  are  before  the  City,  prominent 
amongst  which  are  the  following : 

1.  The  opening  of  a  street  from  the  Williamsburgh 
Bridge  plaza  in  Manhattan  to  Cooper  Union. 


2.  The  widening  of  a  street  from  the  bridge  plaza  to  the 
North  River. 

3.  The  construction  of  a  subway  from  the  bridge  plaza 
to  the  North  River. 

4.  The  establishment  of  a  connection  between  the  three 
bridges  by  an  elevated  railroad. 

5.  The  establishment  of  a  connection  between  the  three 
bridges  by  a  subway. 

6.  The  equipment  of  the  Williamsburgh  Bridge  with 
Moving  Platforms,  and  continuing  the  same  by  a  subway, 
connecting  the  two  other  bridges,  to  Hanover  Square  or 
Bowling  Green. 

It  is  the  purpose  of  this  treatise  to  invite  attention  to 
the  last  of  these  plans,  and  to  lay  before  the  public  such 
facts  and  figures  regarding  the  Moving  Platforms  as  will 
assist  those  who  desire  the  information  to  an  understand- 
ing of  what  the  plan  is  and  can  accomplish. 

The  Apparatus. 

Moving  Platforms  for  the  conveyance  of  passengers  were 
recommended  by  Mr.  Horace  Greeley  thirty  years  ago. 
They  were  successfully  operated,  first,  at  the  World's 
Columbian  Exposition  of  1893,  where  2,700,000  people 
were  transported.  In  1896  they  were  installed  at  the 
Berlin  Exposition,  and  again  at  the  Paris  Exposition  of 
1900,  where  they  carried  over  eight  million  passengers. 

Few  persons  know  what  Moving  Platforms  are.  From 
the  face  that  sometimes  they  are  called  "  Moving  Side- 
walks," it  is  believed  that  they  must  be  some  sort  of  a 
pavement  on  rollers,  on  which  it  is  difficult  to  step  with 
safety  and  maintain  equilibrium. 

The  Moving  Platforms  are  to  all  intents  a  railway, 
operated  like  other  railways,  propelled  by  electricity,  with 
cars,  seats,  motors,  passenger  stations,  ticket  booths, 
guards,  electric  lights — in  fact,  everything  belonging  to  a 
first-class  railway. 

Where  it  differs  from  the  ordinary  railway  is  that  the 


From  Harper'l  rYttkly.    Copyright,  luoi,  by  Harper  d'  Brothers. 


CONTINUOUS      RAILWAY     TRAIN      OR      MOVING  PLATFORMS 

IN    PROPOSED  SUBWAY 
CONNECTING   WILLIAMSBURCH    BRIDGE    WITH    BOWLING  GREEN. 


Digitized  by  the  Internet  Archive 
in  2013 


http://archive.org/details/transportationofOOschm 


3 


cars,  or  trains,  are  not  running  at  intervals,  but  are  coupled 
up  continuously,  so  that  there  is  no  interruption  of  traffic 
at  any  time,  but  a  large  seating  capacity  at  all  times.  It 
differs  also  in  the  construction  of  the  cars,  which  are  mere 
flat  cars,  provided  with  seats  placed  crosswise,  and  so  ar- 
ranged that  all  rmssengers  face  in  the  direction  of  motion. 
Each  of  these  seats  may  be  made  wide  enough  to  accom- 
modate one,  two  or  more  persons.  The  most  approved 
plan  is  to  provide  seats  on  one  side  of  the  cars  only  and 
leave  the  other  for  passengers  to  walk,  thus  giving  them  an 
opportunity  to  further  accelerate  their  speed  if  they  so 
desire. 

The  cars  are  joined  or  coupled  up  so  as  to  present  a  con- 
tinuous line  of  car  flooring,  without  openings,  which  fact, 
no  doubt,  caused  the  device  to  be  called  a  "Sidewalk." 
The  mechanism  permits  the  turning  of  sharp  curves,  and, 
being  endless  and  self-balanced,  admits  of  much  steeper 
grades  than  ordinary  railways. 

The  continuous  train  of  cars  runs  in  a  stationary  hous- 
ing, which,  in  case  of  a  subway,  the  subway  itself  supplies. 
The  cars,  therefore,  do  not  carry  their  housing  along,  as 
is  the  casein  all  other  methods  of  transportation. 

As  the  train  is  in  continuous  motion,  means  must  be 
provided  by  which  passengers  may  board  the  train  and 
reach  their  seats  with  ease. 

The  method  employed  is  simple  and  effective. 

Parallel -to  the  train  run  one  or  more  lines  of  platforms 
called  "stepping  platforms,"  much  narrower  than  the 
train  and  devoid  of  seats,  but  so  arranged  that  the  speed 
of  each  successive  platform  is  less  than  the  previous  one. 
A  passenger,  in  alighting  from  one  platform  to  another, 
therefore,  gradually  stops  his  own  speed  until  he  rests  at 
the  station.  On  the  other  hand,  when  ready  to  board  the 
cars,  he  gradually  increases  his  speed  until  he  rests  on  the 
train. 

The  multiple  speed  of  the  stepping  platforms  is  obtained 
by  a  simple  mechanical  device,  which  involves  no  novel  or 
untried  principles,  all  of  which  are  correct. 


4 


Advantages. 

Continuous  railway  trains  or  moving  platforms  have  a 
number  of  distinct  advantages.  At  the  time  of  the 
Chicago  Exposition  they  were  summed  up  by  a  newspaper 
correspondent,  as  follows : 

"  A  railway  without  weight,  noise  or  smoke;  without  cin- 
ders, smells  or  jars ;  where  crowding  and  waiting  is  unknown ; 
on  which  passengers  cannot  be  knocked  down  by  cars,  or  have 
their  legs  cut  off  by  wheels;  on  which  there  is  no  switching  or 
obstructing  of  tracks,  no  delay  at  stations  and  on  which  col- 
lisions are  made  impossible,  but  which  provides  seats  for 
everybody,  while  nobody  can  get  left,  or  lost,  try  as  he 
may.  All  these  advantages  can  be  obtained  by  the  simple 
effort  of  learning  how  to  step  on  a  platform  moving  at  less 
speed  than  a  walk." 

Divested  of  newspaper  language,  the  plain  and  practi- 
cal advantages  of  the  device  are : 

1.  Absence  of  congestions. 

2.  Great  carrying  capacity. 

3.  Small  cost  of  operation. 

As  to  the  first  point,  the  absence  of  congestions,  it  must 
be  clear  to  anybody  understanding  the  single  duties 
which  the  Moving  Platforms  perform,  that  there  can  be 
no  congestions  where  they  are  used.  They  are,  to  all  in- 
tents, the  continuance  of  a  busy  street  on  which  great 
throngs  walk  in  safety.  As  such  streets  are  made  impass- 
able by  the  sudden  stopping  of  the  throngs,  so  will  an  ordi- 
nary railroad  station  become  congested  when  passengers 
are  waiting  for  trains,  with  a  multitude  pressing  behind. 
The  Moving  Platforms  require  no  waiting,  and  the  throngs 
pass  on. 

As  to  the  second  point — the  carrying  capacity  of  the 
Platforms  is  limited  only  by  their  widths  and  speeds. 

Thus,  the  smallest  type  of  two  speeds,  provided  with  a 
single  seat  only,  has  a  seating  capacity  of  10,560  passen- 
gers per  hour.    At  the  speed  of  ten  miles  and  with 


5 


seats  accommodating  four  persons,  placed  three  feet 
apart,  they  can  transport  70,400  seated  passengers  x>er 
hour.  During  the  rush  hours  at  the  Brooklyn  Bridge, 
the  maximum  capacity  of  all  the  bridge  trains  and  trolley 
cars  combined  is  about  36,000  passengers  per  hour.  Of 
these  about  16,000  are  provided  with  seats.  The  trolley 
cars  carry  about  17,000  of  the  36,000  and  seat  about  5,000. 
The  Moving  Platforms  can,  therefore,  accommodate  with 
seats  as  many  passengers  on  one  track  as  the  trolleys  can 
accommodate  on  fourteen. 

The  third  point  of  advantage,  tlie  small  cost  of  opera- 
lion,  is  not  so  clear.  It  would  seem,  in  fact,  that  it  would 
cost  more  to  operate  continuous  Moving  Platforms  than 
ordinary  railroads,  or  trolleys,  where  cars  run  at  inter- 
vals.   This,  however,  is  an  error. 

The  chief  expenses  of  operation,  in  either  case,  are : 

1.  Maintenance  of  Roadway. 

2.  Maintenance  of  Boiling  Stock. 

3.  Transportation  expenses. 

The  expenses  of  maintaining  the  roadway  and  rolling 
stock  increase  directly  as  the  weight  and  speed  of  the 
trains,  which  operate  on  the  track.  The  principle  under- 
lying the  Moving  Platforms  is,  to  combine  light  weights, 
and  continuous  motion,  at  moderate  motor  speeds,  with 
great  carrying  capacity.  They  are  operated  without  the 
use  of  engines  or  heavy  motors  rotating  on  tracks.  The 
necessary  traction  is  secured  from  the  platforms  themselves. 
Collisions  are  impossible.  The  roadway  is  covered ;  the 
elements  do  not  reach  it,  nor  can  it  be  interfered  with 
maliciously. 

Under  the  head  of  transportation,  the  chief  items  of 
expense  are  for  labor  and  motive  power.  As  regards 
labor,  the  Moving  Platforms  do  not  require  motormen  and 
conductors.  On  the  Brooklyn  Bridge,  during  the  rush 
hours,  240  trolley  cars,  with  two  attendants  each,  or  480 
in  all,  operate  per  hour.     This  does  not  include  ticket 


6 


sellers  and  guards.  The  Platforms  could  be  operated  with 
ten  attendants,  outside  of  the  regular  force  of  ticket  sellers 
and  guards. 

As  to  the  motive  power,  the  weight  of  the  Chicago  plat- 
forms was  500  tons  empty,  and  800  tons  when  loaded  with 
passengers.  It  could  seat  4,300  passengers,  but  at  times 
many  walked,  so  that  it  carried  6,000.  When  thus  loaded, 
it  weighed  925  tons,  but  an  average  of  only  150  H.  P.  was 
required  to  run  it.  This  small  amount  of  power,  to  move 
6,000  passengers,  can  only  be  explained  by  the  fact  that 
there  were  no  stops  and  starts,  and  that  the  platforms  were 
light  and  coupled  up  continuously,  thus  impelling  each 
other  by  what  may  be  termed  continuous  contact. 

Safety. 

Much  has  been  said  as  to  possible  interruptions  of  traffic, 
and  the  safety  of  passengers  while  in  transit  or  stepping 
on  and  off  the  platforms. 

From  what  follows,  it  will  be  seen  that  ample  provision 
has  been  made  to  insure  perfect  safety  and  that  the  chances 
of  accidents,  or  interruptions  of  traffic,  are  in  fact  less  in 
this  system  than  in  others. 

A  number  of  marked  improvements  have  been  made  in 
the  apparatus  since  the  platforms  were  first  operated  in 
Chicago. 

In  the  present  device,  a  majority  of  the  parts,  compos- 
ing the  mechanism,  are  stationary.  Thus  all  motors, 
wheels,  gearings  and  axles  are  fixed  and  can  be  inspected 
while  the  platforms  are  in  service  carrying  passengers. 

The  wheels  do  not  rotate  on  a  track  but  are  geared  to 
stationary  shafts  like  wheels  of  stationary  engines. 

The  axles  revolve  at  the  extreme  lowr  rate  of  105  revolu- 
tions per  minute.  Hot  boxes  are  therefore  unknown  and 
the  possibility  of  breakages  is  reduced  to  a  minimum. 

The  motor  unit  is  low,  not  exceeding  10  horse  power,  so 
that  even  if  several  motors  should  give  out  simultaneously, 
which  is  not  likely  to  occur,  the  traffic  is  not  interrupted 
thereby  and  the  system  cannot  become  deranged. 


7 


The  platforms  themselves  constitute  the  only  weight  in 
motion  ;  they  have  no  parts  which  cannot  be  made  perfectly 
secure,  and  the  dropping  off  of  anyone  of  such  parts  does 
not  affect  the  running  of  the  train. 

The  train  is  endless,  that  is,  pull  and  push  is  neutral- 
ized. The  platforms  are,  therefore,  not  subject  to  jolts  and 
jars,  which  in  the  ordinary  cars  result  in  the  loosening  of 
parts  and  cause  accidents.  The  couplings  between  the 
platforms  are  reinforced  by  safety  chains,  so  that  they 
cannot  become  separated. 

The  motion  is  smooth  and  easy,  much  more  so  than  is 
usual  on  street  and  trolley  cars.  This  is  due  to  the  ab- 
sence of  stops  and  starts  and  the  fact  that  the  platforms 
run  on  rubber  tires. 

Safety  switches,  or  circuit  breakers,  are  placed  at  every 
station,  two  blocks  apart,  within  easy  reach  of  the  guards 
and  the  whole  train  can  be  brought  almost  to  an  immedi- 
ate standstill,  owing  to  the  low  axle  speed. 

If,  however,  from  any  cause,  the  platforms  should  stop, 
while  in  transit,  the  worst  inconvenience  to  which  passen- 
gers can  be  put,  in  place  of  waiting  in  a  crowded  car,  with- 
out exit,  except  on  the  track,  will  be  to  leave  their  seats 
and  walk  on  the  platforms,  which  are  unobstructed  by 
trucks,  vehicles,  third  rails  or  live  wires. 

As  regards  the  ability  of  passengers  to  step  on  and  off, 
the  technical  papers  closely  watched  the  performance  of 
passengers  in  that  respect  at  the  World's  Columbian  Ex- 
position. Extracts  from  articles  published  by  such  papers 
at  the  time  will  therefore  be  of  interest. 


From  Electricity,  December  2,  1891. 

"The  inspection  made  last  Wednesday  fully  convinced  all 
present  of  the  practical  value  of  this  interesting  device  and  of 
its  perfect  safety.  It  occupies  very  little  space,  and,  being 
continuous,  accommodates  an  immense  number  of  passengers  at 
once.  The  whole  arrangement  works  very  smoothly,  and 
there  is  entire  absence  of  any  dangerous  element,  in  fact  it  is 
difficult  to  see  how  an  accident  could  possibly  happen." 


8 


From  the  Street  Railway  Gazette,  December  15,  1891. 

"  It  is  the  first  practical  demonstration  of  a  plan  which  the 
promoters  have  good  reason  to  believe  will  solve  the  problem 
of  moving  safely  and  expeditiously  large  masses  in  the  con- 
gested business  streets  of  the  largest  cities.  As  every  one 
knows,  it  is  the  stoppage  for  passengers  to  board  or  leave  a 
train  that  makes  a  long  time-card  for  even  a  rapid  speed.  The 
plan  in  question  contemplates  slower  car  speed,  but  absolutely 
no  stops.  When  the  passenger  wishes  to  get  off,  he  walks 
across  the  slow  to  the  stationary  platform,  thereby  stopping 
himself  instead  of  the  car.  Ladies  have  no  difficulty  in  step- 
ping on  to  the  platform  after  the  first  attempt  and,  as  in  all 
new  appliances,  the  public  will  learn  by  experience,  although 
the  new  experience  will  not  be  costly,  as  in  cases  where  damag- 
ing accidents  can  occur.  The  proverbial  obstinacy  of  falling 
under  the  wheels  is  rendered  impossible  of  display  by  this 
method  and  no  doubt  the  timidity  of  the  feminine  world  will 
be  overcome  with  great  rapidity.  Altogether  the  device  is  one 
to  excite  amazement  in  the  crowd  and  to  call  the  attention  of 
thoughtful  men." 

From  Railway  Age,  March  18,  1892. 

"The  carrying  capacity  of  this  railway  is  enormous,  far 
greater  than  that  of  the  ordinary  railway  with  the  heaviest 
equipment  and  the  most  frequent  trains.  It  seems  to  be  ad- 
mirably adapted  to  the  safe,  comfortable  and  cheap  carrying 
of  the  multitudes  who  will  visit  the  World's  Fair,  and  the 
same  principle  also  appears  to  be  entirely  practicable  of  appli- 
cation to  moving  elevated  sidewalks  over  crowded  streets  of 
great  cities. " 

From  the  Electrical  Engineer,  June  14,  1893. 

"  To  sum  up,  the  feat  performed  by  this  device  is  that 
6,000  passengers — representing  a  dead  load  of  519  tons,  or 
only  175  pounds  per  passenger — can  be  transported  continu- 
ously by  expending  not  more  than  200  H.  P.  It  may  be  safely 
stated  that  no  other  known  device  of  transportation  offers 
advantages  in  motive  power  and  the  distribution  of  weights  so 
extraordinary  as  this,  and  the  results  that  will  be  obtained  at 
the  Exposition  are  deserving  of  the  most  careful  attention  of 
all  who  are  interested  in  passenger  transportation." 

From  Street  Railway  Review,  November,  1893. 

"The  great  crowds  carried  without  a  single  accident  have, 
with  one  acclaim,  voted  the  moving  sidewalk  the  most  satis- 
factory enjoyment  of  the  Exposition.  The  cheap  fare  and  long 
ride,  the  comfortable  seats,  the  safety,  and  the  ease  of  mount- 
ing and  dismounting,  conspired  to  make  it  the  Mecca  of  tired 
humanity  at  all  hours  of  the  day. 

"As  an  exhibition  of  the  carrying  capacity  of  this  remark- 
able device,  we  are  confident  that  no  heavier  stress  could  have 


LOOP    AT    WEST    END    OF  LINE. 


PASSENGERS    ALICHTINC    ON  CURVE. 


MOVING    PLATFORMS   AT  THE   WORLD'S   COLUMBIAN  EXPOSITION, 

1893. 


PASSENGERS    IN  TRANSIT. 


5    P.M.  —  MANY    SEATS  ENGAGED. 


9 


been  placed  on  any  method  of  transportation  than  was  put 
upon  the  small  length  of  the  moving  sidewalk  on  Illinois  day, 
Chicago  day,  Swedish  day,  and  the  last  heavy  crowds  of  Chi- 
cago. The  fact  that  on  less  than  a  mile  of  sidewalk  160,000 
people  could  be  carried  everyday,  without  crowding  and  seat- 
ing every  one,  illustrates  the  capacity  of  the  sidewalk  and  its 
applicability  to  the  sudden  gorge  of  humanity  at  any  one  point, 
such  as  bridges,  viaducts,  downtown  districts  and  the  like." 

From  the  Railway  Supply  Journal  of  London,  England. 

We  are  always  getting  something  new  from  America,  and 
so  surprising  are  some  of  the  inventions  and  novelties  that 
come  from  that  land  of  enterprise  and  marvelous  contrivance, 
that  we  scarcely  feel  any  astonishment  when  we  are  told  that 
some  new  miracle  has  been  achieved.  After  what  we  have 
already  seen,  we  are  almost  ready  to  believe  that  all  things 
are  possible.  If,  however,  anything  could  excite  a  thrill  of 
surprise  and  fresh  admiration,  it  would  surely  be  the  newest 
thing  in  railways,  of  which  we  have  now  heard  much  and  are 
certain  presently  to  hear  more. " 

Referring  to  the  ability  of  passengers  to  get  on  and 
off  the  platforms,  Mr.  George  S.  Morison,  Civil  Engineer, 
last  June  testified  before  the  Rapid  Transit  Commission 
as  follows : 

"  The  only  novel  feature  of  this  device,  which  it  was  felt 
required  the  test  of  a  trial,  was  the  ability  of  passengers  to 
load  and  unload  themselves  on  the  series  of  moving  platforms 
without  accidents,  and  this  has  been  established  at  the  expo- 
sitions where  the  device  has  been  used.  A  personal  examina- 
tion of  the  operations  of  the  moving  platforms  at  both  of 
these  expositions  has  shown  that  no  difficulties  exist  in  this 
way  which  a  little  practice  will  not  overcome.  It  must  be  re- 
membered that  the  question  at  issue  is  not  how  to  provide  a 
method  of  transit  which  all  classes  of  people  can  use  without 
difficulty,  but  how  to  provide  a  method  which  will  avoid  the 
dangerous  congestion  which  now  exists,  and  enable  the  pas- 
sengers who  now  struggle  in  this  congestion  to  reach  their 
homes  safely  and  comfortably.  It  is  perfectly  true  that  inva- 
lids, cripples  and  many  old  people  might  find  difficulty  in  using 
the  moving  platform,  but  the  difficulties  and  dangers  which 
would  be  encountered  are  insignificant  compared  with  the  diffi- 
culties and  dangers  in  the  crush  which  now  exists.  There  are 
other  means  of  transit  for  people  of  this  kind.  The  question 
at  issue  is  the  provision  of  the  best  and  most  capacious  means 
of  transit  for  the  able-bodied  people,  who  form  more  than 
ninety-nine  per  cent,  of  the  whole  traveling  public.  No  other 
method  has  been  shown  which  will  relieve  congestion  to  the 
degree  that  moving  platforms  will,  and  this  relief  should  not  be 
.  jeopardized  for  the  benefit  of  the  very  few  who  cannot  use  it." 


10 


Eminent  engineers,  railroad  managers  and  specialists 
have  given  their  opinion,  most  of  them  in  writing,  as 
regards  the  usefulness  of  the  moving  platforms.  Among 
them  are  men  of  such  authority  as  Alexander  von  Siemens, 
William  Sooy-Smith,  Sir  Wolfe  Barry,  C.  L.  Strobel,  S. 
G.  Artingstall,  D.  L.  Barnes,  George  S.  Morison,  Con- 
sulting Engineers  William  Forsyth,  P.  A.  Delano  and  L. 
W.  Wakeley  of  the  Chicago,  Burlington  &  Quincy  Rail- 
road Co.,  Aldace  F.  Walker  and  W.  F.  White  of  the  Atchi- 
son, Topekaand  Santa  Fe  Railroad  Co.,  William  H.  Trues- 
dale,  President  of  the  Delaware,  Lackawanna  and  Western 
Railroad  Co.,  I.  R.  Sloan,  Chief  Engineer  of  the  South  Side 
Rapid  Transit  Co.,  all  of  whom,  without  exception,  un- 
hesitatingly state  that  there  is  no  mechanical  difficulty  to 
be  overcome  in  constructing  and  operating  this  system 
regularly  and  efficiently,  and  that  there  is  no  physical 
difficulty  in  stepping  from  a  iixed  platform  to  one  moving 
at  a  low  rate  of  speed  which  will  not  yield  to  even  slight 
experience, except  in  the  case  of  infirm  persons  or  cripples 
who  never  largely  patronize  elevated  or  depressed  roads. 

Extracts  from  some  of  these  letters  are  given  herewith : 

JFVom  Mr.  F.  A.  Delano,  at  present  General  Manager  Chicago, 
Burlington  <Jb  Quincy  Railroad,  Chicago. 

"  Chicago,  Burlington  &  Quincy  R.R.  Co., 

Chicago,  III.,  Dec.  13,  1893. 

Mr.  Max  E.  Schmidt, 
Consulting  Engineer, 

Multiple  Speed  &  Traction  Co., 
City. 

Dear  Sir: — 

I  have  duly  received  vour  letter  requesting  that  I  give  you 
a  letter  endorsing  your  system  of  transportation  as  entirely 
practical  in  general,  and  as  a  suitable  means  of  carrying  people, 
as  has  recently  been  suggested  on  an  ornamental  elevated  struct- 
ure over  the  sidewalks  through  the  congested  parts  of  the  City. 

On  September  5th,  1890,  I  wrote  to  Mr.  Silsbee  at  his 
request,  an  endorsement  of  the  merits  of  this  system,  and  as  I 
look  over  that  letter,  I  cannot  well  see  how  I  could  say  more 
than  I  then  said.  However,  at  that  time  I  was  speaking  from 
an  examination  of  drawings  and  models,  and  now  I  can  speak 
from  having  actually  seen  the  system  in  full  operation  on  a 
large  scale;  hence  I  take   pleasure  in  saying,  after  watch- 


n 


ing  the  development  of  your  plans  from  the  very  beginning, 
I  feel  as  I  did  in  the  beginning,  that  it  is  an  entirely  practical 
means  of  transportation,  exceedingly  advantageous  for  such 
purposes  as  you  now  propose  to  use  it,  affording  as  it  does,  not 
only  a  stationary  sidewalk  clear  of  all  obstructions,  but  also  a 
means  of  transportation,  which  for  congested  districts  would 
be  more  rapid  than  any  now  in  existence. 

Yours  truly, 
(Signed)  F.  A.  DELANO." 

From  Mr.  Lyman  E.  Cooley,  Chief  Engineer  of  the  Chicago 
Drainage  Canal,  Chicago,  Illinois. 

"  Office  of  the  Sanitary  District  of  Chicago, 
Rialto  Building, 

Chicago,  December  27,  1893. 

Max  E.  Schmidt, 
Consulting  Engineer, 

Multiple  Speed  &  Traction  Co. 
Dear  Sir: — 

In  my  letter  of  August  29th,  1890,  I  had  occasion  to  com- 
mend your  device  of  a  so-called  "  Movable  Sidewalk,"  as 
entirely  practicable  from  a  mechanical  and  structural  stand- 
point, and  its  utility  as  a  proposed  means  of  transit  about  the 
World's  Fair  Grounds.  The  application  made  on  the  pier  at 
Jackson  Park  fully  demonstrated  the  successful  working  out 
of  all  technical  problems  and  gave  promise  of  a  much  broader 
field  of  utility. 

The  mere  matter  of  placing  a  similar  structure  on  posts  and 
operating  the  same  in  loops  through  the  downtown  district 
does  not  impress  me  as  presenting  difficulties  more  serious  than 
those  inherent  to  any  structure  in  the  same  localities,  and  I  am 
prepared  to  believe  that  it  will  develop  into  a  popular  and 
useful  means  of  transit. 

Yours  truly, 
(Signed)  L/E.  COOLEY." 

From  Mr.  Lucius  W.  Wakely,  at  present  General  Passenger 
Agent  C,  B.,  K.  &  St.  J.,  S.  &  Z.,  K.  &  K  W.  and K.  C, 
JSt.  J.  Railroads,  St.  Louis,  Mo. 

"Chicago,  Burlington  &  Quincy  R.R.  Co. 
Passenger  Department, 

Chicago,  Dec.  12,  1893. 

Mr.  Max  E.  Schmidt, 

Consulting  Engineer,  Pier  Movable  Sidewalk  Co., 
54  Lakeside  Building,  Chicago,  Mo. 

Dear  Sir: 

I  have  seen  the  plans  of  the  proposed  sidewalks  to  be  con- 
structed in  the  downtown  portion  of  the  City  for  the  purpose 
of  transporting  large  bodies  of  people. 


12 


I  feel  safe  in  saying  that  I  know  of  no  better  arrangement 
or  contrivance  to  safely  handle  a  large  and  ever  moving 
throng  of  people. 

I  was  much  interested  in  the  Movable  Sidewalk  at  the 
World's  Fair,  watching  for  long  periods  of  time  the  loading 
and  discharging  of  patrons.  I  never  heard  of  an  accident 
for  the  two  million  and  a  half  of  people  that  you  carried. 
There  was  practically  no  noise,  and  there  is  nothing  in  my 
mind  to  compare  with  it  for  crosstown  purposes  in  a  crowded 
city ;  there  is  no  time  but  that  it  can  carry  more  people  than 
will  come  to  it,  and  the  building  of  it  in  any  part  of  town 
will  naturally  draw  trade  to  those  streets  over  or  under  which 
it  is  constructed. 

Yours  truly, 

(Signed)    L.  W.  WAKELY." 

From  Mr.  Wm  Forsyth,  Mechanical  Engineer,  C,  B.  &  Q. 
B.JR.  Co  ,  509  JST.  Lake,  Aurora,  Illinois. 

"Chicago,  Burlington  &  Qcincy  Railroad  Company, 
Office  Superintendent  Motive  Power, 

Aurora,  Illinois,  Dec.  13,  1893. 

Mr.  Max  E.  Schmidt, 
Consulting  Engineer, 

Multiple  Speed  &  Traction  Co. , 
Chicago,  111. 

Dear  Sir: 

As  requested  by  you,  I  have  examined  the  plans  for  the 
proposed  loops  connecting  the  elevated  stations  in  the  business 
portion  of  Chicago,  to  be  operated  by  movable  sidewalks. 

My  observation  of  the  working  of  your  sidewalk  at  Jackson 
Park  last  summer  makes  me  confident  that  the  new  application 
of  this  mechanism  with  the  improvements  you  describe  will  be 
entirely  successful.  The  experiment  has  been  made,  and  the 
practicability  of  the  plan  abundantly  shown. 
Yours  truly, 

(Signed)    WILLIAM  FORSYTH, 

Mechanical  Engineer." 

From  Mr.  Aldace  F.  Walker,  late  Chairman  of  the  Board 
of  Directors,  Atchison,  Topeka  &  Santa  Fe  B.R.  Co.  A 
copy  of  this  letter  was  sent  to  Jlr.  Schmidt. 

"Atchison,  Topeka  &  Santa  Fe  R.  R.  Company, 
New  York,  February  14th,  1895. 

Col.  F.  K.  Haix, 

General  Manager, 

Manhattan  Elevated  Co. 

Dear  Sir: 

Permit  me  to  make  a  few  suggestions,  which  seem  to  me 


13 


extremely  practical,  connected  with  the  employment  of  the 
Moving  Sidewalk  or  Multiple  Speed  Railway  as  an  adjunct  to 
your  present  system.  I  have  for  some  time  been  interested  in 
this  method  of  transportation,  by  Moving  Platforms,  and 
watched  its  workings  very  closely  at  Chicago  during  the 
World's  Fair.  I  am  satisfied  that  it  has  great  possibilities,  if 
employed  in  connection  with  the  Manhattan  Elevated  or  an 
underground  system. 

My  idea  would  be  to  introduce  it  for  the  purpose  of  creat- 
ing what  may  be  termed  '  feeders  '  to  your  main  lines  North 
and  South,  at  various  points  throughout  the  City.  I  refer 
more  particularly  to  the  numerous  Ferry  Landings  on  both 
rivers,  to  the  main  entrance  of  the  Central  Park,  and  to  the 
Grand  Central  Depot.  Also  to  Madison  Square,  Union  Square, 
and  other  points  where  traffic  concentrates. 

Spurs  connecting  with  your  present  stations  can  be  con- 
structed and  worked  upon  a  quite  reasonable  scale  of  expense 
The  line  being  always  in  motion,  it  is  constantly  attractive  to 
the  public,  and  I  am  very  sure  the  result  at  Chicago  demon- 
strated that  it  is  bound  to  be  a  favorite  method  of  transporta- 
tion wherever  introduced.  Its  employment  in  this  manner  will 
enable  you  to  cover  the  city  much  more  satisfactorily  than 
is  done  by  your  present  s}^stem  of  isolated  lines,  and,  as 
it  seems  to  me,  will  tend  very  strongly  to  solve  the  question 
of  city  transit  satisfactorily.  It  certainly  cannot  fail  to  be  a 
popular  idea  and  must  largely  increase  the  revenue  of  your 
present  lines,  whether  operated  as  at  present  by  steam  or  at 
some  future  time  by  electricity. 

I  am  so  confident  of  the  value  of  this  idea  that  I  venture  to 
bring  it  to  your  attention  in  this  manner  and  to  urgently  sug- 
gest the  immediate  trial  at  some  point  to  be  determined  upon. 
Your  spur,  for  example,  from  Third  Avenue  to  34th  Street 
ferry  could  be  converted  into  a  line  operated  by  the  '  Moving 
Sidewalk '  principle  at  no  very  great  expense,  and  would 
seem  to  be  an  entirely  suitable  place.  A  loop  might  be 
constructed  on  42d  Street,  between  Third  Avenue  and 
the  Grand  Central  Depot,  for  a  similar  purpose.  Passengers 
could  easily  take  their  seats  upon  the  'Sidewalk,'  which 
would  always  be  passing  their  point  of  arrival  at  either  end  of 
the  loop.  The  device  permits  of  great  variety  in  form  of 
construction.  A  line,  for  example,  on  92d  Street  connecting 
with  Astoria  Ferry  might  be  built  with  narrow  gauge  and 
light  equipment,  requiring  very  simple  substructure,  while 
lines  where  travel  is  no  more  frequent  could  be  adapted  to  the 
varying  conditions. 

I  think  you  will  find  it  for  the  interest  of  your  Company  to 
look  carefully  into  this  suggestion.  The  plan  has  received  the 
support  of  many  of  our  most  eminent  engineers  and  has  been 
thoroughly  tested  in  actual  service. 

(Signed)    A.  F.  WALKER." 


14 


From  Mr.  R.  I.  Sloan,  Chief  Engineer  of  the  Chicago  &  South 
Side  {Alley  L)  JRapid  Transit  Company. 

"Office  of  General  Committee  of  Engineering 
Societies,  Columbian  Exposition. 

Chicago,  Sept.  18,  1893. 

Mr.  Max  E.  Schmidt, 

Consulting  Engineer, 

Multiple  Speed  &  Traction  Co., 

54  Lakeside  Building,  Chicago,  Illinois. 

Dear  Sir: — 

I  have  watched,  during  the  summer  and  fall,  with  great 
interest,  the  operation  of  the  '  Movable  Sidewalk '  on  the 
pier  at  the  World's  Fair  Grounds,  and  I  have  been  very  much 
impressed  with  the  ease  with  which  it  has  carried  great  multi- 
tudes of  people  back  and  forth  on  that  pier.  I  have  watched 
the  crowds  of  ladies  and  old  persons  who  have  gotten  on  and 
off  at  various  times  and  have  been  surprised  that  so  few  per- 
sons have  fallen.  It  is  very  easy  to  get  on  and  off,  for  old 
people  as  well  as  young.  These  people  who  have  patronized 
the  Sidewalk  this  summer,  have  been  generally  country  peo- 
ple and  not  accustomed  to  getting  on  and  off  of  cars,  or  even 
of  street  cars,  and  I  have  heard  of  but  one  case  where  any 
one  has  been  thrown  down  of  the  many  thousands  who  have 
ridden. 

I  have  often  thought  that  it  would  be  a  most  desirable  and 
practical  means  of  carrying  the  people  between  New  York 
and  Brooklyn  over,  perhaps,  the  East  River  Bridge,  or  any 
Other  bridge  that  might  be  erected  between  the  two  cities. 
At  the  rate  of  speed  they  are  now  running  on  the  pier,  which 
is  not  less  than  six  miles  an  hour,  they  could  carry  a  person 
over  the  East  River  Bridge,  which  is  one  mile  in  length,  in 
twelve  minutes.  The  expense  of  operating  a  Movable  Side- 
walk on  the  Brooklyn  Bridge  would  certainly  not  be  very 
heavy,  fitted  out  as  they  are  with  a  powerful  plant  of  boilers 
and  engines.  The  carrying  capacity  of  this  Movable  Side- 
walk, if  placed  on  one  of  the  East  River  Bridges,  would  be 
enormous. 

Respectfully  yours, 
(Signed)  R.  I.  SLOAN, 

Chief  Engineer, 
Chicago  &  South  Side  Rapid  Transit  Company." 


If) 


The  Brooklyn  Bridge. 

The  plan  of  equipping  the  Brooklyn  Bridge  with  Mov- 
ing Platforms  has  been  under  consideration  ever  since 
the  first  plant  of  such  platforms  was  successfully  operated 
at  the  World's  Columbian  Exposition  in  1893.  Daring 
the  past  year  it  has  attained  prominence  because  of  the 
prominent  men  who  have  become  interested  in  the  device, 
and  on  account  of  the  urgent  recommendation  of  the  Mov- 
ing Platforms  by  the  present  Commissioner  of  Bridges. 

The  plan  was  worked  out  in  detail  and  ably  argued  last 
June  before  the  Rapid  Transit  Commission.  The  Brook- 
lyn Rapid  Transit  Company,  however,  enjoys  the  right- 
of-way  on  the  Brooklyn  Bridge  under  a  contract  with  the 
City.  Efforts  to  secure  the  co-operation  of  that  Com- 
pany for  the  purpose  of  carrying  out  the  proposed  plan 
jointly  have  not  met  with  success. 

In  support  of  the  plan  of  equipping  the  bridge  with 
platforms,  the  following  letters  from  eminent  engineers 
and  one  from  Mr.  Truesdale,  President  of  the  Delaware, 
Lackawanna  &  Western  R.R.,  are  given  herewith  : 

Mr.  George  S.  Morison,  49  Wall  Street,  New  York,  Past  Presi- 
dent American  Society  of  Civil  Engineers,  and  a  member  of 
the  Isthmian  Canal  Commission,  writes  as  follows: 

"  Office  of  George  S.  Morison, 
Civil  Engineer, 

Chicago,  Sept.  20,  1893. 

Mr.  Max  E.  Schmidt, 

Consulting  Engineer, 

Multiple  Speed  &  Traction  Co.,  City. 

Dear  Sir: — 

Your  letter  of  the  8th  was  duly  received,  but  I  have  wished 
to  think  the  matter  over  carefully  before  sending  a  reply.  The 
question  of  the  use  of  the  '  Movable  Sidewalk  '  as  a  means  of 
conveying  passengers  over  the  East  River  Bridge  between  the 
cities  of  New  York  and  Brooklyn  is  a  very  important  one  and 
may  be  divided  into  two  parts  The  first  part  is  purely  of  an 
engineering  character  and  relates  simply  to  the  question 
whether  the  system  can  be  applied  there,  and  if  applied  will 
work.  The  second  is  whether  it  would  be  the  best  thing  to 
apply  there  or  whether  some  other  arrangement  might,  all 
things  considered,  fill  the  requirements  of  the  case  better. 


16 


As  regards  the  first  question,  whether  this  as  a  mechanical 
device  can  be  placed  there  and  worked  successfully,  I  think  I 
can  answer  briefly  and  positively  that  there  is  no  doubt  what- 
ever that  it  can  be.  There  seems  to  be  no  reason  whatever 
why  your  system  cannot  be  applied  to  this  bridge  under  con- 
ditions in  which  it  will  work  with  as  few  interruptions  as  a 
cable  road  or  any  other  system. 

It  is  also  true  that  the  amount  of  power  required  to  run  it 
will  be  moderate,  bearing  about  the  same  relation  to  the  power 
required  to  run  that  on  the  pier  that  the  length  in  one  case 
bears  to  the  other. 

There  are  a  few  things  which  must  be  especially  considered 
before  the  device  can  be  applied  to  the  bridge.  I  think  there 
is  no  doubt  that  the  weight  of  the  structure  would  be  consider- 
ably within  the  provisions  for  strength  made  in  the  bridge, 
while  the  uniformity  of  load  for  the  whole  length  is  a  decided 
advantage  on  a  suspension  bridge.  On  the  other  hand,  the 
amount  of  wind  surface,  if  a  covered  train  of  this  kind  is  run, 
will  necessarily  be  increased,  and  before  saying  absolutely  that 
this  device  can  be  applied  there,  I  should  wish  to  see  what  pro- 
visions are  actually  made  in  the  bridge  for  the  resistance  of 
wind  pressure. 

The  second  point  relates  to  the  desirability  of  using  a  design, 
of  admitted  mechanical  excellence,  to  accommodate  a  particu- 
lar traffic.  As  designed  and  constructed  your  sidewalk  can  be 
operated  at  a  speed  of  from  five  to  six  miles  an  hour ;  the  actual 
distance  from  one  bridge  terminus  to  the  other  is  about  1^ 
miles,  so  that  the  time  which  a  passenger  would  spend  in  cross- 
ing the  bridge  would  vary  from  12  to  15  minutes,  according  to 
the  speed  adopted.  This,  though  longer  than  the  present  time 
spent  in  crossing  the  bridge,  is  practically  quick  enough,  as  the 
train  would  be  continuous,  and  there  would  be  no  waiting  in- 
tervals at  either  end.  [By  using  a  greater  multiplication  of 
platforms,  say  three  or  four  instead  of  two,  a  speed  of  10  or  12 
miles  an  hour  can  be  obtained,  which  would  reduce  the  time 
which  a  passenger  would  spend  in  crossing  the  bridge  to  eight 
or  six  minutes.] 

The  capacity  of  your  train,  on  the  assumption  that  each  seat 
carries  four  people  and  the  seats  are  three  feet  between  centers, 
is  40  passengers  for  each  30  feet  of  track,  or  7,040  passengers 
per  mile,  thus  representing  at  a  speed  of  ten  miles  an  hour 
70,400  passengers  per  hour,  and  84,480  at  a  twelve-mile  speed. 
I  have  no  statistics  here  now  to  see  how  this  would  compare 
with  the  actual  traffic  on  the  bridge,  but  it  seems  to  me  that  it 
would  be  more  than  can  be  carried  by  any  other  arrangement 
yet  proposed. 

Yours  truly, 

(Signed)    GEORGE  S.  MORISOK" 


17 


The  following  from  Mr.  W.  H.  Truesdale,  President  of  the  Dela- 
ware, Lackawanna  and  Western  Railroad  Company,  is  addressed 
to  Bridge  Commissioner  Lindenthal.  Mr.  Truesdale  sent  a 
copy  to  Mr.  Schmidt: 

"  New  York,  March  14,  1902. 

Mr.  Gustav  Lindenthal, 

-15  Cedar  Street,  City. 

Dear  Sir: — 

I  have  noted  with  interest  your  moving  sidewalk  plan  for 
relieving  the  congestion  of  the  Brooklyn  Bridge.  It  seems  to 
me  this  should  be  a  feasible  and  comparatively  easy  and  sim- 
ple way  of  relieving  the  congestion  there  which  wre  have  read 
so  much  about  recently.  I  very  well  remember  the  moving 
sidewalk  they  had  at  the  World's  Fair  in  Chicago,  in  1893, 
and  while  I  was  not  familiar  with  the  mechanism  of  it,  nor  do 
I  knowT  whether  it  is  a  complicated  affair  or  not,  it  certainly 
operated  there  very  satisfactorily  and  to  the  pleasure  of  many 
people  who  attended  that  great  Exposition. 

I  merely  write  you  this  as  I  have  been  interested  in  the 
problem  you  have  had  to  solve  at  the  Brooklyn  Bridge,  and 
thought  possibly  a  word  from  me  showing  my  interest  in  the 
matter  might  be  acceptable  to  you. 

Yours  truly, 

(Signed)  W.  H.  TRUESDALE, 

President. " 

From  Mr.  E.  L  Corthell,  the  well-known  Civil  Engineer,  27 
Pine  Street,  New  York  City: 

"  Office  E.  L.  Corthell,  Civil  Engineer, 

Chicago,  Sept.  15,  1893. 

Max  E.  Schmidt,  Esq. , 

Lakeside  Building,  City. 
My  Dear  Sir  : — 

You  have  asked  my  opinion  in  reference  to  the  use  of  your 
1  Movable  Sidewalk  '  on  the  Brooklyn  Bridge,  and  I  give  it 
briefly : 

Assuming  that  the  Bridge  is  strong  enough,  or  can  be  made 
so  at  a  reasonable  cost,  to  carry  the  '  Sidewalk  '  and  of  an  in- 
closed way  for  winter,  which  may  be  warmed,  and  that  abso- 
lutely free  ingress  and  egress  be  arranged  for  the  people  in 
entering  and  leaving  the  sidewalk,  I  believe  it  is  the  best  pos- 
sible means  to  accommodate  the  immense  travel  over  that 
Bridge ;  that  it  will  give  entire  satisfaction  to  the  people  after 
getting  familiar  with  it,  and  in  getting  on  and  off,  in  fact,  I 
know  of  nothing  else  that  will  meet  the  rapidly  increasing  de- 
mands of  transportation  of  persons  over  the  Bridge.  I  am  not 
able,  on  account  of  ill  health,  to  go  into  details,  but  my  opinion 
is  founded  on  a  pretty  good  knowledge  of  the  conditions. 

Yours  truly, 
(Signed)    E.  L.  CORTHELL,  C.E." 


18 


The  Williamsburgh  Bridge,  and  a  Subway  to  Bowl- 
ing Green,  Manhattan. 

Quite  recently  a  proposition  lias  been  made  to  the  Com- 
missioner of  Bridges  to  equip  the  Williamsburgh  Bridge 
wTith  a  Continuous  Railway  Train,  or  Moving  Platforms, 
and  to  extend  the  service  by  a  subway  to  Bowling  Green, 
or  Hanover  Square,  Manhattan. 

It  is  proposed  that  the  fare  for  a  trip  over  the  entire 
route,  although  over  three  miles  long,  shall  be  only  one 
cent  during  rush  hours  and  two  cents  during  other  hours 
and  on  holidays. 

In  consideration  of  such  low  fares  it  is  proposed  that 
the  City  shall  build  the  subway  and  lease  it  to  the  con- 
tractor, at  a  nominal  sum.  Or  else  the  contractor  will 
pay  to  the  City  the  required  four  per  cent,  on  the  cost  of 
the  subway  and  cover  the  rental  by  higher  fares.  In 
no  case,  however,  is  it  expected  that  the  fares  will  ex- 
ceed two  cents. 

The  proposed  route  will  open  up  a  new  artery  of  travel 
running  North  from  the  heart  of  the  business  district  of 
Manhattan  to  the  East  end  of  the  Williamsburgh  Bridge. 
It  will  connect  with  the  Brooklyn  Bridge  and  Bridge  No. 
3,  also  with  the  subway  of  the  Rapid  Transit  Commis- 
sion, the  Tunnel  to  South  Brooklyn,  all  the  principal 
surface  railroads  and  the  2nd,  3rd,  6th  and  9th  Avenue 
lines  of  the  Manhattan  Elevated  Railroad.  It  will  remove 
the  congestion  from  the  Brooklyn  Bridge  more  effec- 
tively than  any  other  plan,  provide  local  transit  facilities 
in  a  district  which  at  present  has  none  and,  in  place  of 
being  a  competitor,  it  will  become  an  important  feeder  to 
all  existing  transportation  lines. 

To  Williamsburgh,  however,  the  proposed  route  will 
become  distinctly  a  "  through  line."  The  effect  will  be 
to  stimulate  the  growth  of  that  district  and  to  cause 
property  values  to  advance.  The  City  must  condemn  a 
large  number  of  tenement  houses  in  Manhattan  in  order  to 
secure  land  for  boulevards  and  avenues  which  will  lead  to 
the  approaches  of  the  new  bridges.    The  present  occu- 


PROPOSED    ROUTE   OF   CONTINUOUS    RAILWAY   TRAIN,  OR    MOVING  PLATFORMS 
FROM    BOWLING   GREEN.   MANHATTAN,  TO   WI LLI AMSBU RGH. 


10 


pants  of  such  tenements,  in  looking  for  new  homes,  will 
choose  Williamsburgh  for  that  purpose  if  the  cheap  trans- 
portation by  Moving  Platforms  becomes  a  fact. 

The  subway,  if  authorized,  will  be  from  25  to  30  feet 
wide,  and  have  a  capacity  of  from  fifty  to  seventy  thou- 
sand seated  passengers  per  hour. 

Only  15  or  20  minutes  will  be  required  to  make  the  trip 
from  Williamsburgh  to  Bowling  Green,  as  against  the 
present  time,  which  is  one  hour,  and  includes  changes  of 
cars  and  several  fares. 

The  service  will  be  instantaneous.  All  crowding  will  be 
avoided  and  the  structure  will  be  lighted  throughout  by 
electricity  and  uniformly  heated  during  the  winter. 

Entrances  will  be  placed  at  every  second  block,  so  that 
passengers  will  not  be  required  to  walk  more  than  one 
block  to  reach  any  one  station.  It  is  believed  that  such 
frequent  entrances,  in  combination  with  the  low  fares  and 
the  absence  of  delays,  will  induce  many  people  to  take  the 
platforms  for  short-distance  travel.  In  any  event  the  oppor- 
tunity will  be  offered  to  the  public  if  the  subway  is  built. 

It  should  be  stated  that  the  City  is  protected  in  the 
proposed  contract  by  the  payment  of  four  per  cent,  on  the 
cost  of  the  subway,  by  increased  taxation  due  to  the 
advanced  value  of  property  along  the  route,  and  finally  by 
a  clause  providing  for  the  cancellation  of  the  contract  and 
the  acquirement  by  the  City  of  the  entire  plant  at  an 
appraised  valuation,  if  the  platforms  develop  into  a  source 
of  large  income. 

Conclusion. 

Experience  in  the  past  has  shown,  that  no  matter  how 
carefully  a  transportation  route  may  have  been  planned, 
when  completed  and  ready  for  service,  the  people, for  whose 
benefit  it  was  built,  have  multiplied  to  such  an  extent 
that  the  facilities  are  often  inadequate  on  the  opening  day. 

That  the  travelling  public  will  take  a  better  conveyance 
at  a  higher  price  was  proven  at  the  World's  Columbian 
Exposition,  where  the  Illinois  Central  Railroad  Company 
charged  ten  cents  for  a  perfect  service  and  carried  over 


20 


8,700,000  passengers,  notwithstanding  the  fact  that  the 
fare  charged  by  the  Railroad  Company  was  double  that 
of  its  principal  competitor,  the  Elevated  Railway. 

There  is  a  limit  to  the  number  of  cars  that  can  be  oper- 
ated separately  with  safety  on  a  single  track,  and  there  is 
also  a  limit  to  the  endurance,  if  not  the  number  of  people 
that  can  be  crowded,  like  merchandise,  into  a  car  or  a 
train  of  cars. 

On  the  existing  lines  both  limits  have  been  reached 
long  ago,  and  already  fears  are  being  expressed  that  when 
the  costly  subways,  now  under  construction  in  Manhattan, 
and  the  numerous  extensions  planned  for  the  subways  and 
elevated  roads  are  completed,  the  population  of  the  metrop- 
olis will  have  outgrown  even  the  stupendous  facilities 
which  all  these  lines  will  afford,  and  the  demand  for  more 
lines  will  go  on. 

With  the  underground  loop  added  to  the  terminals 
already  existing  on  Park  Row,  the  seething  mass  of 
humanity  desiring  transportation  at  this  point  will  be 
enormous. 

It  is  therefore  timely  and  important  that  a  device  hav- 
ing such  manifest  advantages  as  the  Continuous  Train 
or  Moving  Platforms  should  at  this  time  receive  most 
careful  and  thoughtful  consideration.  The  serious  prob- 
lems which  confront  the  other  methods  of  transportation 
are  all  eliminated  from  this  device,  and  it  may  be  safely 
asserted  that  the  platforms  will  succeed  where  the  other 
methods  have  failed. 

In  any  event,  since  this  apparatus  has  the  unqualified 
endorsement  of  many  of  our  most  eminent  engineers,  and 
is  being  promoted  by  men  standing  high  in  this  com- 
munity, it  should  not  be  frowned  upon  and  laid  aside,  or 
held  up  to  ridicule  because  it  has  been  named  a  l<  Moving- 
Sidewalk''  instead  of  a  "  Continuous  Train." 

The  apparatus  should  be  passed  upon  by  a  Committee 
of  competent  engineers  who  have  no  interest  in  any  of  the 
other  plans  submitted  for  the  relief  of  the  passenger  con- 
gestion in  this  great  city. 


* 


